Looks like SR 32, at some point, will receive interchanges at Glen Este-Withamsville Road and Bach Buxton Road, with an overpass at Old SR 74 to the east of that. Clepper Lane east of Glen Estate-Withamsville Road will be extended east to Bach Buxton Road, and SR 32 will be widened to six lanes throughout - to I guess at Olive Branch-Stonelick Road.

Unspecified improvements will happen at SR/32Mt. Carmel-Tobasco Road/Bell Lane and the continuation of work at the SR 32/I-275, and work from US 50 (I guess in Newtown?) towards Eastgate.

Looks like SR 32, at some point, will receive interchanges at Glen Este-Withamsville Road and Bach Buxton Road, with an overpass at Old SR 74 to the east of that. Clepper Lane east of Glen Estate-Withamsville Road will be extended east to Bach Buxton Road, and SR 32 will be widened to six lanes throughout - to I guess at Olive Branch-Stonelick Road.

Unspecified improvements will happen at SR/32Mt. Carmel-Tobasco Road/Bell Lane and the continuation of work at the SR 32/I-275, and work from US 50 (I guess in Newtown?) towards Eastgate.

OH 113 has an interesting history. At its longest point it went from the Indiana border to Rocky River, but after part of it got rerouted onto the Fremont bypass it had a really long section of concurrencies from Fostoria to Bellevue, so in 1970 it was truncated at Bellevue and the part west of Fostoria came OH 613.

Now you would think it would make the most sense to have 113 end right at US 20/OH 18 on the east side of Bellevue... however, on paper the official designation of 113 continues for 0.9 miles along US 20/OH 18 to the Huron/Sandusky County Line right in the center of Bellevue. I can only assume it officially ends there because that's the border between ODOT districts 3 and 2 (and also used to be the intersection with OH 269)

However, never in my life have I seen any mention of OH 113 over that 0.9 mile concurrency on any of the signage.....that is until now. Very recently an "End OH 113" sign has turned up at the county line in downtown Bellevue. However, that is the only new sign that has gone up, there is still no mention of 113 anywhere else in either direction between the county line and the 113/20 intersection (where the end sign should have been put in the first place.) So as it stands, 113 has the interesting distinction if having pointless concurrencies with US 20 at both ends.

Here are a couple pics of the new sign, with the purpose of the 2nd one being to include the county line sign.

« Last Edit: February 25, 2018, 11:41:51 PM by Buck87 »

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When it comes to volume, the Ohio River is not a tributary. The Upper Mississippi is.

The last few weeks, I've been in Ohio three separate times, and here are some of my thoughts:1. I-75 between Dayton and Cincinnati should be 70 mph. On a related note, that 55 stretch in Dayton is way too long (most of that could be 65 or even 70)2. Many state highways (including US-250 between Ashland and Norwalk) have little to no shoulders. At least US-68 between Springfield and Findlay does have decent shoulders.3. There are A LOT of concurrencies, especially in/near cities.4. OH 15 between Findlay and Carey should be US-23.5. Many county roads are barely wide enough for two cars to pass each other. I noticed that when I had to detour around a US-68 closure south of Bellefontaine.6. Whether a non-Interstate has exit numbers depends on the area of the state.

I-73 was supposed to have done that by roughly following the US-23 corridor and linking with I-75 near Findlay, which would’ve given Columbus an interstate connection to Toledo and Detroit, but Ohio killed the idea years ago.

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"You forget a thousand things everyday. How about you make sure this is one of them?"--Michael De Santa, GTA V

I-73 was supposed to have done that by roughly following the US-23 corridor and linking with I-75 near Findlay, which would’ve given Columbus an interstate connection to Toledo and Detroit, but Ohio killed the idea years ago.

Part of the problem with this routing was that in the late '90's planners originally wanted to plant a corridor up either the US 23 or OH 199 corridors and connect that route with I-280 (which would presumably be replaced). Since it would have required the taking of valuable farmland, residents and interests in the Fostoria area let ODOT know in uncertain terms that such an Interstate-grade facility would face serious political opposition. That, and a lack of consensus regarding plans to effect an interchange with I-71 north of Columbus, effectively doomed this corridor, despite much of the alignment already deployed as expressway. ODOT lost interest in such a project back in the early 2000's and it's likely not to be revived -- even with a revised alignment along OH 15 and a multiplex with I-75 north of Findlay -- any time soon.

I-73 was supposed to have done that by roughly following the US-23 corridor and linking with I-75 near Findlay, which would’ve given Columbus an interstate connection to Toledo and Detroit, but Ohio killed the idea years ago.

Part of the problem with this routing was that in the late '90's planners originally wanted to plant a corridor up either the US 23 or OH 199 corridors and connect that route with I-280 (which would presumably be replaced). Since it would have required the taking of valuable farmland, residents and interests in the Fostoria area let ODOT know in uncertain terms that such an Interstate-grade facility would face serious political opposition. That, and a lack of consensus regarding plans to effect an interchange with I-71 north of Columbus, effectively doomed this corridor, despite much of the alignment already deployed as expressway. ODOT lost interest in such a project back in the early 2000's and it's likely not to be revived -- even with a revised alignment along OH 15 and a multiplex with I-75 north of Findlay -- any time soon.

ODOT, sitting funding issues, kicked I-73 to the Turnpike Commission in the early 90s. Otherwise, everyone thought it was great idea, long as someone other them, had to sacrifice for I-73

I've never understood the term "valuable farmland". There's millions of acres of it. We're using less of it than we were a century ago. And low-density developments cost far more farmland than new highways statewide.

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Look, over by the restrooms! It's a girl! It's a boy! No, it's Captain Enby!

Not all farmland is the same. A lot of the farmland in Ohio is glaciated and ones that are have a high lime content are very valuable and irreplaceable. For that reason, many states and regions have farmland or land trusts so that it's protected from development (e.g. purchase of development right programs). And while highways don't consume that much land, they enable the type of developments that can consume farmland further away from the city.

Some welcome changes have been made to the speed limit on US 20 in a couple north central Ohio towns, and I've heard it was the state overriding what the municipalities had set.

In Clyde, US 20 used to have a ridiculous 35 mph zone in a grass median section on the east side of town from OH 101 out to CR 260. I always thought it should at least 45 through there, so I'm pretty pleased to see that it is now 50 mph. Also, the rest of the 35 mph zone through town, which I thought was perfectly acceptable, has been somewhat surprisingly bumped up to 40 mph. So now the speed limit sequence for through traffic going through Clyde is 60-50-40-50-60, which is pretty nice.

In Monroeville, which is known for being a speed trap, the sequence used to be 60-50-35-25-35-50-60. However, the former 50 mph zone west of OH 99 has been changed to 55, and the area between the Huron River and the east edge of town that used to have a short 35 mph zone followed by a short 50 mph has been combined to form one 45 mph zone, with eastbound traffic jumping up to 60 a few tenths of a mile sooner than before. So now W-E it's 60-55-35-25-45-60.

So far no changes have been made in Bellevue, though the Clyde and Monroeville changes happened months apart, so perhaps Bellevue could be next. The thing I expect to see changed is the 60 mph zone dropping directly to 35 on the east side of town, which occurs about halfway between OH 113 and Prairie Rd. I think there should be a 45 mph buffer zone in there.

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When it comes to volume, the Ohio River is not a tributary. The Upper Mississippi is.

This is the oldest section of 680 in Youngstown. It is also the section that is the easiest to close due to the detour options available. To me the detour is East River Crossing to Madison Avenue Expressway to West River Crossing.

Marion Co: You never know what you will find. The contractor on the 309 project found this old sign buried under the road. We're guessing since Rt. 309 used to be Route 30 back in the day, that sign has been there for decades.

Had to go to Cleveland over the weekend and was able to see significant progress with the express lanes being added along I-271 between Northfield and Bedford Heights. The new ramps at the south junction of I-271/480 seem to be well underway, and the new concrete express lanes are being poured. I-271 between the two legs of I-480 is being widened to six lanes.

ODOT has blocked crossover traffic on two Wyandot County roads across US 23/30 outside of Upper Sandusky.

The story indicates they are studying complete elimination of access for these roads.

As of now you can make right turns off of and on to 23/30.

I drove through this past weekend and right now there are orange barrels on the crossovers and in the left turn lanes leading to them.

There were the only two crossovers on the section of road where 23 and 30 run concurrently around Upper.

ODOT has really been slow to control access around the Upper Sandusky bypass. It took them a long time to build a complete interchange at SR 53 and to close the adjacent old SR 67 intersection. The other intersections have decent access nearby interchange and should be RIRO if not outright eliminated.